Method for selecting equipment for a ship and ship

Abstract

The application discloses a type selection method of a ship equipment and a ship. The type selection method comprises the following steps: determining the total propulsion power of the ship according to the connection mode of the motor and the gas engine of the ship, the power curve between the driving force and the speed of the ship, the operation mode, and the predetermined speed corresponding to the operation mode; determining the acceleration additional power of the ship; and determining the power of the gas engine and the power of the motor according to the total propulsion power and the acceleration additional power. Therefore, the total propulsion power of the ship is determined according to the connection mode of the motor and the gas engine of the ship, the power curve between the driving force and the speed of the ship, the operation mode, and the predetermined speed corresponding to the operation mode, and then the power of the motor and the power of the gas engine are determined according to the total propulsion power and the acceleration additional power, so that the ship can be more suitable for various working conditions and sailing environments.

Description

Technical Field

[0001] This invention relates to the field of shipbuilding, and more specifically to a method for selecting ship equipment and ships. Background Technology

[0002] The increasing scarcity of global oil resources and the increasingly stringent regulations on ship emissions have spurred the development of new energy sources for ship propulsion.

[0003] Natural gas, as a new type of gaseous fuel, boasts high calorific value, clean combustion products, and low price, thus holding great promise for development in the marine industry. However, gas turbine engines using natural gas as fuel suffer from drawbacks due to their inherent combustion characteristics, including insufficient low-load torque reserve and slow dynamic response. These shortcomings limit their application as primary propulsion systems for ships.

[0004] Ships using pure electric propulsion systems offer excellent economic, environmental, and comfort advantages. Therefore, pure electric propulsion is an inevitable trend in future ship development. However, due to factors such as power source and power density, the operating area and displacement of ships using pure electric propulsion systems are currently severely limited.

[0005] Hybrid propulsion systems (using both natural gas and electricity as energy sources) help resolve the contradiction between the application of new technologies and technological limitations, providing a feasible solution for the transition of ships from traditional internal combustion engine propulsion to pure electric propulsion. Ships using hybrid propulsion systems overcome the shortcomings of gas-powered ships, such as insufficient torque reserve at low loads and slow dynamic response under maneuvering conditions, as well as the drawbacks of pure electric propulsion systems, such as large weight, high cost, and limited operating areas for energy storage devices. Ships using hybrid propulsion systems also have unique advantages such as good redundancy and the ability to select the most economical propulsion mode according to navigation needs.

[0006] Currently, gas-electric hybrid power systems for ships are still in their early stages of development, with related research mainly focusing on theoretical studies and very little research on design methodologies for these systems. The design challenges of gas-electric hybrid power systems for ships lie precisely in the power distribution between the gas engine and the electric motor, as well as the selection and capacity determination of batteries and supercapacitors. Therefore, providing designers with a method for selecting gas engines and electric motors for gas-electric hybrid power systems that can meet user needs is of great significance.

[0007] Therefore, the present invention provides a method for selecting equipment for ships and a ship, in order to at least partially solve the above-mentioned problems. Summary of the Invention

[0008] The summary section introduces a series of simplified concepts, which will be further explained in detail in the detailed embodiments section. The summary section of this invention is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0009] To at least partially solve the above-mentioned technical problems, the present invention provides a method for selecting marine equipment. The marine vessel includes a propeller, an electric motor, and a gas engine. The connection between the electric motor and the gas engine includes parallel and series connections. The electric motor and the gas engine are connected to the propeller. The selection method includes:

[0010] The total propulsion power of a ship is determined based on the connection method of its electric motor and gas engine, the power curve between its driving force and speed, its operating mode, and the predetermined speed corresponding to the operating mode.

[0011] Determine the ship's acceleration power;

[0012] The power of the gas engine and the power of the electric motor are determined based on the total propulsion power and the additional acceleration power.

[0013] According to the method for selecting marine equipment of the present invention, the ship is powered by an electric motor and / or a gas engine, which has low fuel costs. In addition, the combustion products of the gas engine are clean and environmentally friendly. The total propulsion power of the ship is determined based on the connection method of the ship's electric motor and gas engine, the power curve between the ship's driving force and speed, the operating mode, and the predetermined speed corresponding to the operating mode. Then, the power of the electric motor and gas engine is determined based on the total propulsion power and the acceleration additional power, which can make the ship more adaptable to various working conditions and navigation environments.

[0014] Optionally, the steps for determining the ship's acceleration additional power include:

[0015] The ship's acceleration power is determined based on the ship's speed-resistance curve and the engine speed variation curve.

[0016] Optionally, the power of the motor is greater than or equal to the acceleration boost power.

[0017] Optionally, the total propulsion power minus the acceleration boost power shall be less than or equal to the power of the gas turbine engine.

[0018] Optionally, the selection method is also used to select a battery. After determining the motor power, the selection method further includes:

[0019] Determine the battery capacity according to formula (1).

[0020]

[0021] This refers to the capacity of the battery.

[0022] This refers to the power of the motor;

[0023] The time required for entry and exit from the port;

[0024] For battery efficiency;

[0025] For the efficiency of power conversion components;

[0026] For motor efficiency;

[0027] For transmission efficiency;

[0028] This is the battery life reduction factor;

[0029] And / or

[0030] The selection method is also used to select supercapacitors. After determining the motor power, the selection method also includes:

[0031] The capacitance of the supercapacitor is determined according to formula (2).

[0032]

[0033] This refers to the capacitance of the supercapacitor.

[0034] The time for the ship to accelerate;

[0035] This refers to the efficiency of the supercapacitor.

[0036] The present invention also provides a vessel, comprising: a propeller; a gas engine; an electric motor, wherein the connection between the electric motor and the gas engine includes parallel and series connections, and both the electric motor and the gas engine can be disconnected from the propeller; a power supply assembly; a switching control assembly for controlling the connection or disconnection between the electric motor and the propeller, and for controlling the connection or disconnection between the gas engine and the propeller; and an energy management assembly for controlling the power supply assembly to supply power to the electric motor; wherein the power of the gas engine and the power of the electric motor are selected according to the aforementioned selection method.

[0037] According to the present invention, the power of the gas engine and the power of the electric motor are selected according to the aforementioned selection method. The ship is powered by the electric motor and / or the gas engine, which has low fuel cost. In addition, the combustion products of the gas engine are clean and environmentally friendly. The total propulsion power of the ship is determined according to the connection method of the electric motor and the gas engine, the power curve between the ship's driving force and speed, the operating mode, and the predetermined speed corresponding to the operating mode. Then, the power of the electric motor and the gas engine is determined according to the total propulsion power and the acceleration additional power, which makes the ship more adaptable to various working conditions and navigation environments.

[0038] Optionally, the propeller includes a propeller shaft, the electric motor includes a rotating shaft, the gas engine includes an output shaft, and the vessel also includes:

[0039] The first clutch, the first end of the first clutch is connected to the output shaft of the gas engine, and the switching control component is electrically connected to the first clutch to control the engagement or disengagement of the first clutch;

[0040] A switching assembly is electrically connected to the motor. A power supply assembly is electrically connected to the switching assembly to supply electrical energy to the motor or store electrical energy supplied by the motor. An energy management assembly is electrically connected to the switching assembly to control the connection or disconnection of the switching assembly.

[0041] The vessel also includes a gearbox and a second clutch. The output shaft of the gearbox is connected to the propeller shaft. The first end of the second clutch is connected to the first end of a rotating shaft, and the second end of the second clutch is connected to the input shaft of the gearbox. The second end of the first clutch is connected to the propeller shaft, allowing the electric motor and gas engine to operate in parallel. A switching control component is electrically connected to the second clutch to control its engagement or disengagement.

[0042] The second end of the first clutch is connected to the first end of the shaft, and the second end of the shaft is connected to the propeller shaft, so that the electric motor and the gas engine are connected in series.

[0043] Optionally, the vessel also includes an electrical grid, with power supply components including:

[0044] A power conversion component, the first end of which is connected to a switching assembly, and the second end of which is connected to the power grid;

[0045] An energy storage component, the output of which is connected to the third terminal of a power conversion component, to supply electrical energy to the power conversion component or store the electrical energy provided by the power conversion component.

[0046] Optionally, the power conversion component includes:

[0047] The rectifier, with its first end connected to the power grid;

[0048] The DC busbar is connected to the second terminal of the rectifier and to the output terminal of the energy storage component.

[0049] The inverter has its first terminal connected to the DC bus and its second terminal connected to the switching assembly.

[0050] Optionally, the power conversion component includes a first DC-DC converter, a first terminal of which is connected to a DC bus, and the output terminal of the energy storage component includes a capacitor output terminal, which is connected to a second terminal of the first DC-DC converter; the energy storage component includes a supercapacitor and a supercapacitor management system, a first terminal of which is connected to the capacitor output terminal, and the supercapacitor management system is connected to the second terminal of which is connected.

[0051] And / or

[0052] The power conversion component includes a second DC-DC converter, the first end of which is connected to a DC bus. The output end of the energy storage component includes a battery output end, which is connected to the second end of the second DC-DC converter. The energy storage component includes a battery and a battery management system, the first end of which is connected to the battery output end, and the battery management system is connected to the second end of which is connected to the battery. Attached Figure Description

[0053] To make the advantages of the invention more readily apparent, the invention briefly described above will be described in more detail with reference to the specific embodiments shown in the accompanying drawings. It will be understood that these drawings depict only typical embodiments of the invention and should not be considered as limiting its scope of protection. The invention is described and explained with additional features and details through the drawings.

[0054] Figure 1 This is a schematic diagram showing the connection of a gas engine, a first clutch, a propeller, an electric motor, a second clutch, a gearbox, and a power supply assembly of a first type of ship according to a first preferred embodiment of the present invention.

[0055] Figure 2 This is a schematic diagram showing the gas engine, first clutch, propeller, motor, and power supply assembly of a second type of ship according to a first preferred embodiment of the present invention connected together.

[0056] Figure 3 This is a flowchart illustrating a method for selecting marine equipment according to a first preferred embodiment of the present invention.

[0057] Figure 4 for Figure 3 A flowchart illustrating the steps involved in determining the acceleration and additional power of a ship using the selection method.

[0058] Explanation of reference numerals in the attached figures

[0059] 110: Propeller 111: Propeller Shaft

[0060] 120: Gas engine; 121: Output shaft

[0061] 130: First clutch 140: Motor

[0062] 141: Shaft; 150: Power Supply Unit

[0063] 151: Power conversion components 152: Rectifier

[0064] 153: DC busbar; 154: Inverter

[0065] 155: Energy storage component; 156: First DC-DC converter

[0066] 157: Capacitor output terminal; 158: Supercapacitor

[0067] 159: Supercapacitor Management System 160: Second DC-DC Converter

[0068] 161: Battery output terminal; 162: Storage battery

[0069] 163: Battery Management System; 170: Second Clutch

[0070] 180: Gearbox 190: Power Grid

[0071] 191: Collection Control Component 192: Switching Control Component

[0072] 193: Energy Management Component 210: Propeller

[0073] 211: Propeller shaft; 220: Gas turbine engine

[0074] 221: Output shaft; 230: First clutch

[0075] 240: Motor; 241: Shaft

[0076] 250: Power supply assembly; 251: Power conversion component

[0077] 252: Rectifier; 253: DC busbar

[0078] 254: Inverter 255: Energy storage component

[0079] 256: First DC-DC converter; 257: Capacitor output terminal

[0080] 258: Supercapacitor 259: Supercapacitor Management System

[0081] 260: Second DC-DC converter; 261: Battery output terminal

[0082] 262: Storage battery 263: Battery management system

[0083] 290: Power Grid 291: Aggregate Control Component

[0084] 292: Switching Control Component 293: Energy Management Component Detailed Implementation

[0085] In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described in order to avoid confusion with embodiments of the invention.

[0086] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. It should be noted that the terms "upper," "lower," and similar expressions used herein are for illustrative purposes only and are not intended to be limiting.

[0087] In this document, ordinal numbers such as “first” and “second” used in this application are merely identifiers and do not have any other meaning, such as a specific order. Moreover, for example, the term “first component” does not imply the existence of a “second component”, and the term “second component” does not imply the existence of a “first component”.

[0088] To fully understand the embodiments of the present invention, detailed structures will be presented in the following description. Obviously, the implementation of the embodiments of the present invention is not limited to the specific details familiar to those skilled in the art. Preferred embodiments of the present invention are described in detail below; however, in addition to these detailed descriptions, the present invention may have other embodiments.

[0089] Embodiments of the present invention provide a method for selecting marine equipment. For example... Figure 1 As shown, the first type of vessel can be a hybrid power vessel powered by an electric motor 140 and / or a gas engine 120. The electric motor 140 of this vessel can also be used as a generator to supply electrical energy to the vessel.

[0090] like Figure 1 As shown, the vessel includes a propeller 110 and a shafting system. The propeller 110 includes a propeller shaft 111. The propeller shaft 111 can be connected via the shafting system to a gas engine 120 and an electric motor 140, which will be described later. In this way, the gas engine 120 and / or the electric motor 140 can drive the propeller shaft 111 to rotate, thereby propelling the vessel forward.

[0091] The vessel also includes a gas engine 120 and a first clutch 130. The gas engine 120 is used to convert thermal energy into mechanical energy by burning combustible gas (such as natural gas or biogas). The gas engine 120 includes an output shaft 121.

[0092] The first end of the first clutch 130 is connected to the output shaft 121 of the gas engine 120. The second end of the first clutch 130 can be connected to a shaft system to connect to the propeller shaft 111. Thus, when the first clutch 130 is engaged, the gas engine 120 can drive the propeller 110 to rotate, thereby propelling the ship. The second end of the first clutch 130 can also be connected to the motor 140 (described later) via a shaft system. Thus, when the first clutch 130 is engaged, and the power supply assembly 150 (described later) is not supplying electrical energy to the motor 140, the gas engine 120 can drive the shaft 141 of the motor 140 to rotate, thereby causing the motor 140 to generate electricity to supply electrical energy to the ship.

[0093] The vessel also includes a motor 140, a second clutch 170, and a switching assembly (not shown). The motor 140 includes a shaft 141. A first end of the second clutch 170 is connected to the first end of the shaft 141, and a second end of the second clutch 170 can be connected to a shaft system for connection to the propeller shaft 111. Thus, when the second clutch 170 is engaged, the motor 140 can drive the propeller 110 to rotate, thereby propelling the vessel. When the second clutch 170 is engaged, and the power supply assembly 150 (described later) is not supplying electrical energy to the motor 140, the gas turbine 120 drives the shaft 141 of the motor 140 to rotate, causing the motor 140 to generate electricity. In this case, the connection between the motor 140 and the gas turbine 120 is in parallel.

[0094] Preferably, the vessel also includes a gearbox 180. The output shaft of the gearbox 180 is connected to the propeller shaft 111 via a shaft system, and the input shaft of the gearbox 180 is connected to the second end of the second clutch 170. Thus, the gearbox 180 can increase the torque transmitted from the motor 140 to the propeller shaft 111.

[0095] The vessel also includes a power supply assembly 150. The power supply assembly 150 is electrically connected to a switching assembly to supply electrical energy to a motor 140, thereby enabling the motor 140 to provide torque for the rotation of the propeller 110. When the gas turbine engine 120 drives the motor 140 to generate electricity, the power supply assembly 150 can store the electrical energy supplied by the motor 140. The switching assembly is used to control the connection or disconnection of the electrical connection between the motor 140 and the power supply assembly 150.

[0096] The vessel also includes a unified control component 191, a switching control component 192, and an energy management component 193. The unified control component 191 is electrically connected to the switching control component 192 and the energy management component 193. Thus, the unified control component 191 can communicate with the switching control component 192 and with the energy management component 193. The unified control component 191 pre-stores the following gas propulsion modes: PTH (POWER TAKE HOME) mode, PTI (POWER TAKE IN) mode, and PTO (POWER TAKE OUT) mode.

[0097] The switching control assembly 192 is electrically connected to the first clutch 130 and the second clutch 170. In this way, the switching control assembly 192 can control the engagement or disengagement of the first clutch 130 and the second clutch 170.

[0098] Energy management component 193 is electrically connected to the switching component. Thus, energy management component 193 can control the switching component to turn on or off, thereby controlling the electrical connection between motor 140 and power supply component 150 to turn on or off. Energy management component 193 is also electrically connected to power supply component 150 to control the direction of current between power supply component 150 and motor 140.

[0099] In this embodiment, the ship's operating modes include gas propulsion mode, PTH mode, PTI mode, and PTO mode.

[0100] In gas propulsion mode, the combined control component 191 sends gas propulsion mode commands to the switching control component 192 and the energy management component 193. Thus, the combined control component 191, through the switching control component 192, controls the engagement of the first clutch 130 and the disengagement of the second clutch 170. The combined control component 191, through the energy management component 193, controls the disconnection of the switching component and the cessation of power supply to the motor 140. At this time, the gas engine 120 drives the propeller 110 to rotate, and the motor 140 stops rotating. Thus, only the gas engine 120 provides torque to drive the propeller 110. Gas propulsion mode is suitable for downstream navigation, upstream navigation, and port navigation.

[0101] In PTH mode, the aggregation control component 191 sends PTH mode commands to the switching control component 192 and the energy management component 193. Thus, the aggregation control component 191, through the switching control component 192, controls the disengagement of the first clutch 130 and the engagement of the second clutch 170. The aggregation control component 191, through the energy management component 193, controls the switching component to conduct and controls the power supply component 150 to supply electrical energy to the motor 140. At this time, the gas engine 120 stops rotating, and the motor 140 rotates. Thus, only the motor 140 provides torque to drive the propeller 110. PTH mode is suitable for downstream navigation and port navigation.

[0102] In PTI mode, the aggregation control component 191 sends PTI mode commands to the switching control component 192 and the energy management component 193. Thus, the aggregation control component 191 controls the engagement of the first clutch 130 and the second clutch 170 via the switching control component 192. The aggregation control component 191 controls the switching component to conduct and the power supply component 150 to supply electrical energy to the motor 140 via the energy management component 193. At this time, the gas engine 120 operates, and the motor 140 operates simultaneously. Simultaneously, the gas engine 120 and the motor 140 together provide torque to drive the rotation of the propeller 110. PTI mode is suitable for high-speed navigation, turbulent navigation, and counter-current navigation.

[0103] In PTO mode, the aggregation control component 191 sends PTO mode commands to the switching control component 192 and the energy management component 193. Thus, the aggregation control component 191 controls the engagement of the first clutch 130 and the second clutch 170 via the switching control component 192. The aggregation control component 191 controls the switching component to conduct and the power supply component 150 to stop supplying electrical energy to the motor 140 via the energy management component 193. At this time, the gas turbine 120 provides torque to drive the propeller 110. Simultaneously, the gas turbine 120 drives the shaft 141 of the motor 140 to rotate, causing the motor 140 to generate electricity. The power supply component 150 is electrically connected to the motor 140 to store the electrical energy provided by the motor 140. In PTO mode, the electrical energy provided by the motor 140 can also be supplied to the power grid 190 (described later) to provide power to the ship. PTO mode is suitable for downstream navigation and port navigation.

[0104] Please refer to Figure 1The vessel also includes an electrical grid 190. The electrical grid 190 includes a generator set. Thus, the electrical grid 190 can supply power to the vessel. The power supply assembly 150 includes a power conversion component 151 and an energy storage component 155. A first terminal of the power conversion component 151 is connected to a switching assembly. A second terminal of the power conversion component 151 is connected to the electrical grid 190. The output terminal of the energy storage component 155 is connected to a third terminal of the power conversion component 151. Thus, the motor 140 is connected to the energy storage component 155 via the power conversion component 151.

[0105] The electrical energy supplied by the motor 140 to the power supply assembly 150 is converted to a predetermined storage voltage or a predetermined storage current by the power conversion component 151, and then the electrical energy is delivered to the storage component, which stores the electrical energy.

[0106] The motor 140 is connected to the power grid 190 via a power conversion component 151. In this way, the electrical energy supplied by the motor 140 to the power supply component 150 is converted by the power conversion component 151 to a predetermined grid voltage or a predetermined grid current, and then the electrical energy is transmitted to the power grid 190 to power the ship.

[0107] Preferably, the power conversion component 151 includes a rectifier 152, a DC bus 153, and an inverter 154. The first terminal of the rectifier 152 is connected to the power grid 190. The DC bus 153 is connected to the second terminal of the rectifier 152. The DC bus 153 is connected to the output terminal of the energy storage component 155. The first terminal of the inverter 154 is connected to the DC bus 153. The second terminal of the inverter 154 is connected to a switching assembly. Thus, through the action of the inverter 154 and the rectifier 152, the voltage or current supplied by the motor 140 to the power grid 190 via the power conversion component 151 is stable, and the power conversion component 151 has a simple structure.

[0108] Preferably, the power conversion component 151 further includes a first DC-DC converter 156 and a second DC-DC converter 160. A first terminal of the first DC-DC converter 156 is connected to a DC bus 153. A first terminal of the second DC-DC converter 160 is also connected to the DC bus 153. The third terminal of the aforementioned power conversion component 151 includes the second terminal of the first DC-DC converter 156 and the second terminal of the second DC-DC converter 160. The output terminal of the energy storage component 155 includes a capacitor output terminal 157 and a battery output terminal 161. The capacitor output terminal 157 is connected to the second terminal of the first DC-DC converter 156. The battery output terminal 161 is connected to the second terminal of the second DC-DC converter 160. Thus, after passing through the inverter 154, rectifier 152, first DC-DC converter 156, and second DC-DC converter 160, the electrical energy of the motor 140 is converted into a predetermined storage voltage or a predetermined storage current and stored in the battery 162 and supercapacitor 158 (described later).

[0109] The energy storage component 155 includes a supercapacitor 158 and a supercapacitor management system (CMS) 159. The first terminal of the supercapacitor 158 is connected to the capacitor output terminal 157. The supercapacitor management system 159 is connected to the second terminal of the supercapacitor 158. Thus, the supercapacitor management system 159 can effectively manage the operation of the supercapacitor 158. The supercapacitor 158 can increase the output power to the motor 140 during ship acceleration, enabling the motor 140 to output greater torque to the propeller 110, thereby accelerating the ship. When the motor 140 acts as a generator, the supercapacitor 158 can store some electrical energy. Therefore, the installation of the supercapacitor 158 can increase the lifespan of the battery 162, which will be discussed later.

[0110] The energy storage component 155 also includes a battery 162 and a battery management system (BMS) 163. A first terminal of the battery 162 is connected to a battery output terminal 161, and the battery management system 163 is connected to a second terminal of the battery 162. Thus, the battery management system 163 can effectively manage the operation of the battery 162. The battery 162 supplies electrical energy to the motor 140, enabling the motor 140 to provide torque to the propeller 110, thereby propelling the ship. When the motor 140 acts as a generator, the battery 162 can store some electrical energy. It is understood that the battery 162 can also supply power to the power grid 190, in which case the switching assembly can be disconnected to disconnect the electrical connection between the power conversion component 151 and the motor 140.

[0111] When the ship is sailing in PTH mode, the battery 162 can independently supply power to the motor 140, so that the motor 140 drives the propeller 110 to rotate, achieving zero emissions.

[0112] In this embodiment, the ship is powered by an electric motor 140 and / or a gas engine 120. The fuel cost is low, and the byproducts of the gas engine 120's combustion of gas are clean and environmentally friendly.

[0113] In the second type of ship, such as Figure 2 As shown, the vessel does not include the second clutch and gearbox. The motor 240 includes a shaft 241. The second end of the shaft 241 can be connected to the propeller shaft 211 via a shaft system. The first end of the shaft 241 can be connected to the second end of the first clutch 230 via a shaft system. Thus, when the first clutch 230 is engaged, the gas turbine engine 220 can drive the shaft 241 to rotate, and the rotating shaft 241 drives the propeller 210 to rotate, thereby propelling the vessel. In this case, the connection between the motor 140 and the gas turbine engine 220 is in series.

[0114] The second type of vessel includes operating modes such as gas propulsion, PTH, PTI, and PTO.

[0115] In the second type of gas propulsion mode for ships, the combined control component 291 sends gas propulsion mode commands to the switching control component 292 and the energy management component 293. Thus, the combined control component 291 engages the first clutch 230 via the switching control component 292. The combined control component 291 then controls the switching component to disconnect via the energy management component 293, and controls the power supply component 250 to stop supplying electrical energy to the motor 240. At this time, the gas engine 220 drives the propeller 210 to rotate, and the shaft 241 of the motor 240 rotates with the gas engine 220. In this way, only the gas engine 220 provides torque to drive the propeller 210; the motor only transmits torque and does not bear the torque required to drive the propeller 210.

[0116] In the second type of vessel's PTH mode, the aggregation control component 291 sends PTH mode commands to the switching control component 292 and the energy management component 293. Thus, the aggregation control component 291 disengages the first clutch 230 via the switching control component 292. The aggregation control component 291 then controls the switching component to turn on via the energy management component 293, and controls the power supply component 250 to supply electrical energy to the motor 240. At this time, the gas turbine engine 220 stops rotating, and the motor 240 rotates. Thus, only the motor 240 provides torque to drive the propeller 210.

[0117] In the second type of ship's PTI mode, the aggregation control component 291 sends PTI mode commands to the switching control component 292 and the energy management component 293. Thus, the aggregation control component 291 engages the first clutch 230 via the switching control component 292. The aggregation control component 291 controls the switching component to conduct via the energy management component 293, and controls the power supply component 250 to supply electrical energy to the motor 240. At this time, the gas engine 220 operates, and the motor 240 operates simultaneously. Simultaneously, the gas engine 220 and the motor 240 together provide torque to drive the rotation of the propeller 210.

[0118] In the second type of PTO mode for the vessel, the aggregation control component 291 sends PTO mode commands to the switching control component 292 and the energy management component 293. Thus, the aggregation control component 291 engages the first clutch 230 via the switching control component 292. The aggregation control component 291 controls the switching component to conduct via the energy management component 293, and controls the power supply component 250 to stop supplying electrical energy to the motor 240. At this time, the gas turbine 220 provides torque to drive the propeller 210. Simultaneously, the gas turbine 220 drives the rotation of the shaft 241 of the motor 240 to generate electricity. The power supply component 250 is electrically connected to the motor 240 to store the electrical energy provided by the motor 240. In PTO mode, the electrical energy provided by the motor 240 can also be supplied to the power grid 290 to provide power to the vessel.

[0119] It should be noted that the output shaft 221 of the gas engine 220, power conversion component 251, rectifier 252, DC bus 253, inverter 254, energy storage component 255, first DC-DC converter 256, capacitor output terminal 257, supercapacitor 258, supercapacitor management system 259, second DC-DC converter 260, battery output terminal 261, battery 262, battery management system 263, and power grid 290 of the gas engine 120 of the first type of ship are substantially the same as those of the gas engine 120. The other configurations of the second type of vessel are largely the same as those of the first type, and will not be repeated here.

[0120] The method for selecting marine equipment in this embodiment can be used to determine the power of the aforementioned motor, the power of the gas engine, the capacity of the battery, and the capacity (capacitance value) of the supercapacitor.

[0121] like Figure 3 As shown, the selection methods include:

[0122] S1. Determine the ship's total propulsion power based on the connection method of the ship's electric motor and gas engine, the power curve between the ship's driving force and speed, the operating mode, and the predetermined speed corresponding to the operating mode.

[0123] S2. Determine the ship's acceleration additional power;

[0124] S3. Determine the power of the gas engine and the power of the electric motor based on the total propulsion power and the acceleration additional power.

[0125] The selection methods specifically include:

[0126] Step 1: Determine whether the ship's electric motor and gas engine are connected in parallel or in series.

[0127] As mentioned above, some ships use a parallel connection between the electric motor and the gas turbine engine (Type 1 ships), while others use a series connection (Type 2 ships). When determining the power of the electric motor and the gas turbine engine, first determine whether the connection method is parallel or series. Then, based on the connection method and subsequent steps, determine the power of the electric motor and the gas turbine engine. It should be noted that the choice between parallel and series connection methods for the ship's electric motor and gas turbine engine can be made according to the specific operating conditions of the ship.

[0128] Step 2: Determine the ship's operating mode and the predetermined speed corresponding to the operating mode.

[0129] As mentioned earlier, the ship's operating modes include gas propulsion mode, PTH mode, PTI mode, and PTO mode. When determining the power of the ship's electric motor and gas engine, the required operating mode is first determined. It should be noted that this embodiment can select one or more of the following modes: gas propulsion mode, PTH mode, PTI mode, and PTO mode. For each determined operating mode, a corresponding predetermined speed is determined. For example, in this embodiment, the ship's operating modes need to include gas propulsion mode, PTH mode, PTI mode, and PTO mode. In this case, the ship's operating modes and the corresponding predetermined speeds are determined as follows: gas propulsion mode, a first predetermined speed corresponding to the gas propulsion mode, PTH mode, a second predetermined speed corresponding to the PTH mode, PTI mode, a third predetermined speed corresponding to the PTI mode, PTO mode, and a fourth predetermined speed corresponding to the PTO mode. It should be noted that the ship's operating modes and corresponding predetermined speeds can be selected as needed. For example, the required operating mode and corresponding predetermined speed of a ship can be determined based on the ship's navigation environment [the navigation environment includes the navigation distance (coastal or open ocean), the navigation area (Pacific, Indian, Atlantic or inland waters), the wind speed and water speed in the navigation area].

[0130] Step 3: Determine the power curve between the ship's driving force and speed.

[0131] When determining the power of the aforementioned electric motor and gas engine, first determine the power curve between the ship's driving force and speed. The power curve between the ship's driving force and speed can be selected as needed. For example, this power curve can be approximately the same as the power curve between the driving force and speed of existing ships of the same tonnage and operating conditions.

[0132] Step 4: Determine the ship's total propulsion power based on the connection method, power curve, operating mode, and predetermined speed.

[0133] It should be noted that there is no requirement for the order of steps 1 to 3 before step 4. Those skilled in the art can set the order of steps 1 to 3 as needed.

[0134] The ship's electric motor and gas turbine connection method, the power curve between the ship's propulsion force and speed, the ship's operating mode, and the predetermined speed corresponding to the operating mode are used as input conditions. The total propulsion power of the ship is determined by calculation using software (such as ShipPower software from China Shipbuilding Industry Corporation, PropCad / PropExpert / NavCad software from Hydrocomp in the United States, Maxsurf software from Australia, Freeship software from the United States, Delftship software from the Netherlands, etc.). Then, the power of the electric motor and the gas turbine are determined based on the total propulsion power.

[0135] Step 4: Determine the ship's acceleration additional power.

[0136] During ship navigation, if acceleration is required, a greater power (torque) needs to be supplied to the propeller to enable acceleration. In this embodiment, when the ship is sailing at the aforementioned predetermined speed in the corresponding operating mode, the gas turbine engine and / or electric motor provide the ship's driving torque. When the ship needs acceleration, the electric motor supplies the additional acceleration power required to the propeller. Therefore, the ship's additional acceleration power can be determined first, and then the power of the electric motor can be determined based on the additional acceleration power and the aforementioned total propulsion power.

[0137] Preferably, based on the ship speed-resistance curve Speed ​​variation curve of gas turbine engine Determine the ship's acceleration power.

[0138] Specifically, such as Figure 4 As shown, the steps for determining a ship's acceleration additional power include:

[0139] Step S41: Determine the ship's speed-resistance curve, the gas engine's speed variation curve, and the gas engine's speed n.e initial value of rotational speed n eo .

[0140] The ship's speed-resistance curve (the curve between speed and resistance) can be predetermined as needed. For example, the ship's speed-resistance curve may be approximately the same as that of an existing ship of the same tonnage and operating conditions.

[0141] The speed variation curve of a gas turbine engine (the curve between the speed of the gas turbine engine's output shaft and time) can be predetermined as needed. For example, the speed variation curve of a gas turbine engine can be roughly the same as that of an internal combustion engine in an existing ship of the same tonnage and operating conditions.

[0142] initial rotational speed n eo It can be preset as needed. For example, the initial rotational speed n. eo The rotational speed of the output shaft of the internal combustion engine is roughly the same as that of an existing ship of the same tonnage and operating conditions when it sails at the aforementioned preset speed at a constant speed.

[0143] Step S42: Determine the current gas engine speed n based on the gas engine speed change curve. e .

[0144] In this embodiment, steps S42 to S58 are re-executed at preset time intervals (e.g., 1 second) to determine the current gas engine speed n. e Current ship speed V s And the current gas engine speed n e The corresponding current acceleration power ΔP.

[0145] When executing step S42 for the first time, the initial value of the rotational speed n can be set. eo The current gas engine speed n is determined. e Each subsequent execution of step S42 can be based on the previous gas engine speed n. e The current gas engine speed n is determined by the speed change curve of the gas engine. e For example, when executing step S42 for the second time, the gas engine speed n determined in the first execution can be used as a reference. e The current gas engine speed n is determined by the speed change curve of the gas engine. e .

[0146] Step S43: Based on the current gas engine speed n e The current propeller speed n is determined by the transmission ratio i of the shaft system (the transmission ratio of the shaft system between the gas turbine engine and the propeller). p .

[0147] Preferably, the current propeller speed can be determined according to formula (41).

[0148] (41)

[0149] Step S44: Determine the current ship speed V s .

[0150] Before determining the additional acceleration power, the ship's speed V can be predetermined. s initial speed V s0 For example, the initial speed V s0 This can be the aforementioned preset speed. When step S44 is executed for the first time, the initial speed value V can be set. s0 The current ship speed V is determined. s Each subsequent execution of step S44 can use the latest ship speed V, which was determined from steps S45 through S53 of the previous execution. s Then, the latest ship speed V s 'Identify the current ship speed V' s .

[0151] Step S45: Based on the current ship speed V s Determine the current thrust deduction fraction t and the current half-flow fraction ω.

[0152] Thrust deduction fraction t, half-flow fraction ω, and ship speed V s A functional relationship exists. For each ship's speed V... s Each has a corresponding thrust deduction fraction t and a half-flow fraction ω. This functional relationship is existing technology and will not be elaborated upon here. Thus, the current ship speed V can be used to determine this. s Determine the current thrust deduction fraction t and the current half-flow fraction ω.

[0153] Step S46: Using formula (42), and based on the current half-flow fraction ω and the current ship speed V... s Determine the current propeller advance speed V p .

[0154] (42)

[0155] Step S47: Using formula (43), and based on the current propeller advance speed V p The current propeller speed n p The current ship speed R is determined by the diameter D of the propeller. p .

[0156] (43)

[0157] Step S48: Using formula (44), and based on the current propeller advance speed V p And the current ship speed R p Determine the current advance coefficient μ.

[0158] (44)

[0159] Step S49: Determine the corresponding current propeller thrust coefficient C based on the current advance coefficient μ. T and the current propeller torque coefficient C Q .

[0160] propeller thrust coefficient C T Propeller torque coefficient C Q It is a function of the advance coefficient μ. Each advance coefficient μ has a corresponding propeller thrust coefficient C. T and a propeller torque coefficient C Q The functional relationship is existing technology and will not be elaborated here. Thus, the current propeller thrust coefficient C can be determined from the current advance coefficient μ. T and the current propeller torque coefficient C Q .

[0161] Step S50: Using formula (45), and based on the current propeller thrust coefficient C T Current ship speed R p The propeller diameter D and the density ρ of the water (e.g., seawater) carrying the ship determine the current propeller thrust T. p .

[0162] (45)

[0163] In this embodiment, after step S50, subsequent steps S51 to S53 are executed to determine the latest ship speed V. s Then return to step S44 to set the latest ship speed V. s 'Identify the current ship speed V' s After step S50, subsequent steps S54 to S58 are executed to determine the current gas engine speed n. e The corresponding current acceleration power ΔP. After step S58, step S59 is executed to determine the additional acceleration power.

[0164] Step S51: Using formula (46), and based on the current propeller thrust T p The current thrust deduction fraction t and pitch coefficient t p Determine the current effective ship thrust T.

[0165] (46)

[0166] Wherein, pitch coefficient t p It can be determined by formula (47).

[0167] (47)

[0168] Wherein, H / D is the ratio of the propeller's pitch H to its diameter D (pitch ratio).

[0169] Step S52: Based on the ship's speed-resistance curve and the current ship speed V s Determine the current ship resistance R s .

[0170] Step S53: Using formula (48), and based on the current ship resistance R... s The current effective ship thrust T and the ship's mass m determine the latest ship speed V. s After step S53, return to step S44 to update the latest ship speed V. s 'Identify the current ship speed V' s .

[0171] (48)

[0172] Step S54: Using formula (49), and based on the current propeller torque coefficient C Q Current ship speed R p The propeller diameter D and the density ρ of the water carrying the ship determine the current propeller output torque M. p .

[0173] (49)

[0174] Step S55: Using formula (50), and based on the current propeller output torque M p The efficiency η (the sum of the aforementioned transmission efficiency and rotational efficiency of the shaft system), and the transmission ratio i of the shaft system determine the current output torque M of the gas engine. e .

[0175] (50)

[0176] Step S56: Using formula (51), and based on the current gas engine speed n e And the current gas engine output torque M e Determine the current gas engine output power P e .

[0177] (51)

[0178] Step S57: Using formula (52), and based on the current gas engine speed n e The constant C determines the steady-state output power P of the current gas engine. e (The ship travels at its current speed V) s (Output power of the gas engine during constant speed navigation).

[0179] (52)

[0180] Step S58: Using formula (53), and based on the current steady-state output power P of the gas engine... e ′ and the current gas engine output power P e Determine the current acceleration power ΔP.

[0181] (53)

[0182] It should be noted that for each execution of steps S42 to S58, a current acceleration power ΔP can be determined. In other words, by repeatedly executing steps S42 to S58, multiple current acceleration powers ΔP can be determined.

[0183] Step S59: Determine the maximum value among all the aforementioned acceleration powers ΔP as the additional acceleration power.

[0184] In this embodiment, the ship's acceleration power is determined based on the ship's speed-resistance curve and the gas turbine engine's speed variation curve. Therefore, determining the acceleration power based on the dynamic changes in the ship's speed allows for a more accurate assessment.

[0185] The aforementioned steps S41 to S59 can be used with software (such as AMESim) to determine the acceleration-added power based on the model established by the formulas in steps S41 to S59. This makes it easier to determine the acceleration-added power.

[0186] In embodiments not given, those skilled in the art can also determine the ship's acceleration power by experiment. For example, the acceleration power could be the difference between the power of an existing internal combustion engine-driven ship during normal navigation and its power during acceleration.

[0187] Step 5: Determine the power of the ship's gas turbine engine and electric motor based on the total propulsion power and acceleration additional power.

[0188] The sum of the power of the electric motor and the gas turbine engine is greater than or equal to the total propulsion power. This allows us to determine the power of the electric motor and the gas turbine engine, enabling the vessel to be suitable for various operating conditions and navigation environments.

[0189] Preferably, the power of the motor is greater than or equal to the acceleration power. Therefore, the motor can provide the additional power required for the ship to accelerate.

[0190] Preferably, the difference between the total propulsion power and the acceleration-additional power is less than or equal to the power of the gas turbine engine. Thus, the power of the gas turbine engine can provide the power required for the ship to navigate at a predetermined speed in an operating mode corresponding to that predetermined speed.

[0191] Preferably, the power of the gas turbine engine is greater than that of the electric motor. Therefore, in PTI mode, in a vessel traveling at a predetermined speed corresponding to the PTI mode, the gas turbine engine bears most of the torque required to drive the propeller.

[0192] Preferably, the ratio of the gas turbine engine's power to the total propulsion power is greater than 75%. Therefore, in PTI mode, in ships sailing at a predetermined speed corresponding to PTI mode, the proportion of torque driven by the gas turbine engine is maximized.

[0193] Preferably, if the vessel needs to be connected to the grid with its generator set for an extended period in PTO mode, then the power of motor 140 plus the power of the vessel's generator set shall be greater than or equal to the total electrical load of the vessel. If the vessel does not need to be connected to the grid with its generator set for an extended period in PTO mode, then the power of motor 140 shall be greater than or equal to the total electrical load of the vessel.

[0194] After determining the power of the gas engine and the electric motor, the selection method also includes:

[0195] Step 6: Determine the battery capacity according to formula (1).

[0196]

[0197] Step 7: Determine the capacitance of the supercapacitor according to formula (2).

[0198]

[0199] in,

[0200] E b This refers to the capacity of the battery.

[0201] E c This refers to the capacitance of the supercapacitor.

[0202] P m This refers to the power of the motor;

[0203] t1 is the time required for entry and exit from the port;

[0204] t2 is the time it takes for the ship to accelerate;

[0205] η b For battery efficiency;

[0206] η d For the efficiency of power conversion components;

[0207] η m For motor efficiency;

[0208] η s For transmission efficiency;

[0209] η L Battery life reduction factor; and

[0210] η c This refers to the efficiency of the supercapacitor.

[0211] The aforementioned t1, t2, η b η d η m η s η L , and η c You can configure it as needed.

[0212] When determining the battery capacity E b Then, based on the battery capacity E b Determine the battery parameters. Then, based on the DC bus voltage and the maximum current handling capacity of the power conversion components, configure the battery topology.

[0213] In determining the capacitance E of the supercapacitor c Then, based on the capacitance E of the supercapacitor c Determine the supercapacitor parameters. Then, based on the DC bus voltage and the maximum current handling capacity of the power conversion components, set the supercapacitor topology.

[0214] After step 7, the first predetermined speed, the second predetermined speed, the third predetermined speed, and the fourth predetermined speed can be determined according to the power of the electric motor and the power of the gas engine, corresponding to the gas propulsion mode, PTH mode, PTI mode, and PTO mode.

[0215] In this embodiment, the ship is powered by an electric motor and / or a gas engine. The fuel cost is low. In addition, the byproducts of the gas engine combustion are clean and environmentally friendly. The total propulsion power of the ship is determined based on the connection method of the ship's electric motor and gas engine, the power curve between the ship's driving force and speed, the operating mode, and the predetermined speed corresponding to the operating mode. Then, the power of the electric motor and gas engine is determined based on the total propulsion power and the acceleration additional power, which makes the ship more adaptable to various working conditions and navigation environments.

[0216] The present invention has been described through the above embodiments. However, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the invention to the scope of the described embodiments. Furthermore, those skilled in the art will understand that the present invention is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of the present invention, all of which fall within the scope of protection claimed by the present invention. The scope of protection of the present invention is defined by the appended claims and their equivalents.

[0217] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the invention. Terms such as “component” as used herein may refer to a single part or a combination of multiple parts. Terms such as “installation” or “installation” as used herein may refer to a component being directly attached to another component or a component being attached to another component via an intermediary. A feature described in one embodiment herein may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0218] The present invention has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the present invention to the described embodiments. Those skilled in the art will understand that many variations and modifications can be made based on the teachings of the present invention, and all such variations and modifications fall within the scope of protection claimed by the present invention.

Claims

1. A method for selecting equipment for a ship, the ship including a propeller, a motor, and a gas engine, wherein the connection between the motor and the gas engine includes parallel and series connections, and the motor and the gas engine are connected to the propeller, characterized in that... The selection method includes: The total propulsion power of the ship is determined based on the connection method of the ship's electric motor and gas engine, the power curve between the ship's driving force and speed, the operating mode, and the predetermined speed corresponding to the operating mode. Determine the ship's acceleration additional power; The power of the gas engine and the power of the electric motor are determined based on the total propulsion power and the acceleration bonus power. The power of the motor is greater than or equal to the acceleration additional power, so that the motor can provide the additional power required when the ship accelerates. The total propulsion power minus the acceleration additional power is less than or equal to the power of the gas turbine, so that the power of the gas turbine can provide the power required for the ship to sail at a predetermined speed in an operating mode corresponding to the predetermined speed. The selection method is also used to select a storage battery. After determining the power of the motor, the selection method further includes: Determine the battery capacity according to formula (1). ； E b This refers to the capacity of the battery. P m This refers to the power of the motor; t1 is the time required for entry and exit from the port; η b For battery efficiency; η d For the efficiency of power conversion components; η m For motor efficiency; η s For transmission efficiency; η L This is the battery life reduction factor; And / or The selection method is also used to select a supercapacitor. After determining the power of the motor, the selection method further includes: The capacitance of the supercapacitor is determined according to formula (2). ； E c This refers to the capacitance of the supercapacitor. t2 is the time it takes for the ship to accelerate; η c This refers to the efficiency of the supercapacitor.

2. The selection method according to claim 1, characterized in that, The steps for determining the ship's acceleration additional power include: The ship's acceleration additional power is determined based on the ship's speed-resistance curve and the gas engine's speed variation curve.

3. A ship, characterized in that, The vessels include: propeller; Gas engine; The electric motor and the gas engine can be connected in parallel or in series, and both the electric motor and the gas engine can be disconnected from the propeller. Power supply components; A switching control component, the switching control component being used to control the connection or disconnection between the motor and the propeller, and to control the connection or disconnection between the gas engine and the propeller; An energy management component, wherein the energy management component is used to control the power supply component to supply power to the motor; The power of the gas engine and the power of the electric motor are selected according to the selection method of any one of claims 1 or 2.

4. The ship according to claim 3, characterized in that, The propeller includes a propeller shaft, the motor includes a rotating shaft, the gas engine includes an output shaft, and the ship further includes: a first clutch, a first end of the first clutch being connected to the output shaft of the gas engine, and a switching control component being electrically connected to the first clutch to control the engagement or disengagement of the first clutch; A switching assembly electrically connected to the motor, a power supply assembly electrically connected to the switching assembly to supply electrical energy to the motor or store electrical energy supplied by the motor, and an energy management assembly electrically connected to the switching assembly to control the connection or disconnection of the switching assembly; The vessel further includes a gearbox and a second clutch. The output shaft of the gearbox is connected to the propeller shaft. A first end of the second clutch is connected to a first end of the rotating shaft, and a second end of the second clutch is connected to the input shaft of the gearbox. The second end of the first clutch is connected to the propeller shaft, allowing the electric motor and the gas turbine engine to operate in parallel. A switching control assembly is electrically connected to the second clutch to control its engagement or disengagement. The second end of the first clutch is connected to the first end of the rotating shaft, and the second end of the rotating shaft is connected to the propeller shaft, so that the motor and the gas engine are connected in series.

5. The ship according to claim 4, characterized in that, The vessel also includes an electrical grid, the power supply components of which include: A power conversion component, wherein a first end of the power conversion component is connected to the switching assembly, and a second end of the power conversion component is connected to the power grid; An energy storage component, the output of which is connected to the third terminal of the power conversion component, to supply electrical energy to the power conversion component or store the electrical energy provided by the power conversion component.

6. The ship according to claim 5, characterized in that, The power conversion component includes: A rectifier, the first end of which is connected to the power grid; A DC busbar, which is connected to the second terminal of the rectifier and the output terminal of the energy storage component; An inverter, wherein a first terminal of the inverter is connected to the DC bus, and a second terminal of the inverter is connected to the switching assembly.

7. The ship according to claim 6, characterized in that, The power conversion component includes a first DC-DC converter, a first terminal of which is connected to the DC busbar; the output terminal of the energy storage component includes a capacitor output terminal, which is connected to a second terminal of the first DC-DC converter; the energy storage component includes a supercapacitor and a supercapacitor management system, a first terminal of which is connected to the capacitor output terminal, and the supercapacitor management system is connected to a second terminal of which is connected. And / or The power conversion component includes a second DC-DC converter, the first end of which is connected to the DC bus. The output end of the energy storage component includes a battery output end, which is connected to the second end of the second DC-DC converter. The energy storage component includes a battery and a battery management system, the first end of which is connected to the battery output end, and the battery management system is connected to the second end of which.

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